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facthunter

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Everything posted by facthunter

  1. facthunter
    Its been happening. They are too long and the steel doesn't expand as much as the Alloy. It's not an uncommon problem in such designs. . Be interest to have my question answered. Nev
  2. facthunter
    What about your SAFETY in the Meantime? The days of people getting electrocuted should be over. Nev
  3. facthunter
    Get those earth return circuit Breakers installed or you are NOT legal. They will POP instantly when some thing is wrong and a proper electricians screwdriver will indicate which wire is active. Nev
  4. facthunter
    There seems to be a Major change there. Is that shortening the studs that have been Breaking in the Genuine Motors? Nev.
  5. facthunter
    Thanks. Often cranks have sections that are much weaker than the general section and that concentrates stress in those areas. Poor design. Usually where a throw goes to a crank pin section. Billet is not really like a bit of grained timber as some imagine if it's rolled properly. The ends of each rolled length should be discarded if there's any chance of a Scarf being there.. Nev
  6. facthunter
    I've seen Legless people coming out of a PUB, who were Blind drunk.. Nev
  7. facthunter
    Why would a billet Crank weigh More than a forged one? I can't see why it would have to. (refering back a little way). Nev
  8. facthunter
    That worked when I voted today. Nev
  9. facthunter
    it's Extremely Difficult to forge something like a six throw crank shaft with seven Main Bearings. The grain flow you refer to is not ideal either in that application as it is in a poppet valve where you an extrude the shape and jump it up to thickness it. Plenty of racing car shafts are from billet and the get a more balanced result as well. Aero shafts are often nitrided where stress reliving is achieved at the same time as surface hardening.. Crack testing is done new and at every rebuild. There is NO non destructive test for Metal fatigue. At some stage the Part should be discarded, "Lifed" or it was built far too heavy to be on a plane. .Nev
  10. facthunter
    That is the Jabiru assessment of it... When considering the forces applying, you have to consider the larger order as being more significant. Potentially it's harmonics.. There will be a bad rpm SOMEWHERE on any engine. IF there's been a fault with SOME crankshafts and is Known that is a Quality control issue so fix that anyhow.. Gyroscopic forces broke Crankshafts in Croppy C-180's Pivoting on one wheel at High engine RPM. Nev
  11. facthunter
    WE understand that by now. How many times have you said much the same thing? Nev
  12. facthunter
    That is the Normal place to break. I think it's where the UL's normally DO as well. . Torsional vibration can do that. Having a flywheel on the other end and more mainbearings aggravates it. Might need dynamic Balance weights. You can't feel torsional vibration. IF a prop extension was doing that you would feel it. Nev
  13. facthunter
    Depends on where they are breaking wouldn't it? Its one of the few AERO Engines with a Mainbearing on each throw. Nev
  14. facthunter
    jabiru say it's variations in the heat treatment and replacement will be from solid billet fully machined. Engines are OK to 150 Hours so get in touch and schedule the work prior to reaching 150 Hours. Existing warrantees are extended to cover this. Nev
  15. facthunter
    "Think AEROPLANE" . Don't 1/2 do anything on one. Nev.
  16. facthunter
    There's plenty of engines that run exclusively on Avgas and have no issues with Lead even when it contained much more lead than it does today in 100LL.. Being synthetic these days where the Oils will mix does not mean much but infers better quality and uniformity.. Suitable additives are more often the critical factor, The Rotax requires the oil to serve a multitude of Purposes . The friction part of the Clutch(damper) the Cam of same, the reduction Gear and the General engine with Turbo Boost ( heat and load). PARTICULARLY. That is why it requires a special oil. There's a LOT of BS about what oils are best. In this case just DO what Rotax SAYS on the ones over 100HP. the 80HP and ULS can use what they always did. Sludge usually happens when engines don't get to run fully warmed up enough. Nev
  17. facthunter
    You don't HAVE to take off with a KNOWN sub standard condition, existing. Nev
  18. facthunter
    Not sufficient assurance for ME. . Nev
  19. facthunter
    I wouldn't use Gloop in a planes tires, full stop. If it goes flat, FIX it. Nev
  20. facthunter
    The THING is that it is very unlikely to get changed, so why go on and on about it? It's very unlikely to be ABOLISHED, A review of it's application would be justified. Nev
  21. facthunter
    AOPA is a different functioning thing entirely to the other two. It can freely advocate for Pilots and Aircraft owners.. That's it purpose. Nev
  22. facthunter
    Boeing boeing Gone. Once a GREAT company Perhaps the Best. Nev
  23. facthunter
    I would NOT recommend THAT. DOG only knows what penalties that would attract. Nev
  24. facthunter
    Personally I'd prefer tubeless tires as you don't tear the Valve out if the tire rotates a bit on the rim. That gives you INSTANT deflation. Caltrop is the worst thing for Punctures. Echuca had it. and It's hard to eliminate once you have it. Nev
  25. facthunter
    It was introduced way back when tubed tires were common Fenelec I think. Nev
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